Railway signaling system.



0.1. COLEMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED AUGJ, 1909.

1,163,973. Patented Dec. 14, 1915.

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COLUMBIA PLANOGRAPH co., WASHINGTON. D. c

UNITED STATE @FFEQE.

CLYDE J. COLEMAN, OF NEW YORK, N. Y

., ASSIGNOB, BY MESNE ASSIGNMENTS, TO

HALL SWITCH & SIGNAL COMPANY, OF NEW YORK, N. Y., A CORPORATION OF MAINE.

Application filed August 7, 1909.

To all whom it may concern Be it known that I, CLYDE J. COLEMAN, a citizen of the United States, and a resident of the city of New York, county and State of New York, have invented certain new and useful Improvements in Railway Signaling Systems, of which the following is a specification.

My invention relates to railway signaling systems and is especially adapted to signal ing systems for railways using electric traction.

The object of my invention is to provide a simple and efficient system by the use of which a greater certainty as to the operation of the signals under all conditions is effected.

My invention will be best understood by the following description taken in connection with the accompanying drawing showing diagrammatically asignaling system embodying the preferred form of my invention.

Referring to the drawing, 1 is a track upon which electric traction is used, the rails of which constitute return conductors for the power current, the track having block sections A, B, C with cross-bonds 2 at the ends of the blocks, the track being supplied with signaling current from a suitable source of alternating current by means of transformers 3 placed at the center of the blocks. A signal 4E is placed at the entrance of each block and controll d through a signal circuit 5 by means of relays 5 and T at the respective ends of the block. The relays are each provided with two relatively movable coils, the relays at the entrance ends of the blocks having their coils 8 energized directly, or through the interposition of transformers, from line conductors of the signal source, while the coils 9 are energized from secondary side of the transformers 3 by be ing connected in circuit with coils 13 which form the secondaries of transformers, the primaries of which form part of the cross bonds.

The relays shown diagrammatically are of Specification of Letters Patent.

Patented Dec. 1%, 1315.

Serial No. 511,681.

the homopolar type, the specific construction of which forms no part of my present invention. The field coils 8, 8 are wound so as to create a consequent pole in a cross-piece passing through the coils 9, the latter being wound on a nonmagnetic pivoted frame so that it may be deflected when currents of suitable relative direction are circulating in coils 8 or 8 and 9 to cause contact 12 carried by the frame to engage a stationary contact 11 for holding the signal circuit 5 closed. Field coils 8, 8 are constructed and arranged so as to produce a greater-magnetizing effect than the movable coils 9, by reason of which the operation of the relay is made more certain and reliable, since the field coils produce a relatively strong magnetic field in which the pivoted coil moves. This relatively greater magnetizing effect of the field coils may be produced in any well known manner such as providing the coils with an iron core, or winding or connecting the coils so as to have a greater number of ampere turns, and in the present embodiment of my invention, this result is obtained by providing an iron core for the coils and applying a relatively high potential at their terminals.

With no car in the blocks A, B and C, current will flow from the secondaries of each of the transformers 3 toward each end of tie block through the cross-bonds and back to the secondaries, energizing the relay coils and closing the signal circuits 5 to hold the signals at clear. Assuming that a car has just entered the block B, as shown on the drawing, the current from the secondary of transformer 3 of that block will be shunted from the cross-bond 2 through the car axles, thus deenergizing the track coil 10 and allowing the relay to open the signal circuit at contacts 1l12, setting the signal to danger. As the car proceeds farther in the block toward the transformer 3, the shunt ing action becomes more eifective, and at some point before the car reaches the transformer 3 current will also be shunted from the track rails and cross-bond at the exit end of the block, causing coil 9 of relay 7 to be deenergized and causing coil 8' to be substantially deenergized, So that the signal cir cuit is also opened at contacts 11 12. As the car advances toward the exit end of the block and away from transformer 33, coil 9 of relay 6 will again become energized, closing contacts 1l-12, but contacts 1l12 will be held open until the last truck passes beyond the cross-bond "2 at the exit end of the block.

Signaling systems have been installed with which it is possible to use continuous rails doing away with insulated joints, the rails having exactly the same construction at the block ends as at any other part of the track. In such systems there have been provided crossbonds connecting the rails at the ends of the blocks and these bonds have been made of low impedance, this feature being one which is set forth and claimed in prior application of mine, Serial Number 383,366, filed July 12, 1907. Such a system may have the signaling energy supplied to the center ofthe block from a suitable source of alternating current, the signals being controlled by relays responsive to energy equal to the energy consumed in a short length of said track rails and receiving their energy from the track through suitable means placed near the crossbonds. \Vhere heavy bonds of practically no impedance are used it may be possible under some circumstances for a single short car or detached truck to rest at a point where no signal is maintained at danger by the presence of such car or truck and this especially may occur under some'circumstances where the single car or truck is light or has rusty wheels, whereby the contact between the wheels of the truck and the rail induces a resistance in the circuit. The difiiculty so far as a li ht or rusty car or truck is concerned may be partially remedied merely by introducing a certain amount of impedance in the crossbonds sufficient to enable the bond to be readily short-circuited by the adjacent car or truck. Even under these conditions, however. there are possibilities as to the condition of the different wheels and axles of' a car, some. for example, being rusty and some clean, that may create the undesirable condition I have specified. \Vhile this difficulty is one that should not arise in a system having such character of currents and design of apparatus as can be readily employed, yet I overcome this possible fail ure of the apparatus in any such system by making the clearing action of one of the relavs adjacent to a block end depending not only upon the presence of current in a short length of rail, but also upon the presence of substantial current in a cross-bond, inasmuch as when suflicient impedance is introduced into the cross-bonds to insure their being substantially short-circuited even by a light or rusty car the further danger which I have suggested is one that can occur only when there is no substantial current in the cross-bonds.

My invention in its broader aspect is applicable to other known continuous rail systems than the one I have specifically described, since the principle of my invention is that a relay is provided having two coils which are differently operatively related to the track at one end of the block, whereby these relays may be such in any given system that no dangerous position of a car or truck can be such as to permit substantial current to be simultaneously supplied to both coils. To this end I have provided the two coiled relays, and have provided some of them, preferably those atthe exit end of each block, with one of the coils supplied by current, preferably inductively, from the cross-bond.

It will be noted that with the arrangement described if a car or truck is straddling any one of the bonds it will prevent any substantial current flowing to the bond and thereby the relay at the exit end of the block will be held open and its signal. to

danger as long as such condition continues.

By my invention I insure that as long as such a car is in such a position there will he a danger signal behind it even though the position of the car or the relative resistance of its difi'erent wheels and axles shall be such as to tend to cause substantial current to be supplied in the armatures of the relays adjacent at each side of the bond, while if a light car has entirely passed into the entrance end of a block sufficient current will not pass beyond it to supply substantial current to the armature of the relays at the entrance end of that block because the bond '2 has sufficient impedance to prevent the passage of substantial current beyond the car.

Various modifications of my invention will suggest themselves to those skilled in the art, for instance, it is immaterial to my invention whether the signal line source and the coils 8 be directly or otherwise connected, and it is not material to my invention broadly that the coils 8 and 9 be inductively connected respectively to the cross-bonds and rails. WVhile I have shown and described. my invention in what I believe to be its preferred form, I do not wish to be understood as limiting myself to any particular arrangements of the parts other than as pointed out in the appended claims.

What I claim as new and desire to secure by Letters Patent, is

1. In a signaling system, the combination of a signal, a track circuit including the rails of the track, a source of alternating current supplying the same, and a relay having a plurality of coils for controlling the signal, said coils receiving energy respectively from portions of said track circuit adjacent each other and at the same end of the track circuit. 7

2. In a block signaling system, the combination of a signal, a track the rails of which are divided into block sections by cross bonds, sources of alternating current one for each section, and a signal-controlling device having a plurality of controlling coils receiving their energy from the same end of one of the sections, one of said coils receiving energy from an adjacent bond and the other coil receiving energy from a portion of the track circuit adjacent the bond.

3. In a block signaling system, the combination of a signal, continuous track rails, bonds connecting said rails at intervals, sources of alternating current supplying said rails at intervals, and a signal-controlling device adjacent to each bond and provided with tWo relatively movable coils one of which receives its energy from a cross bond and the other from a short'length of rail of such length as to cause a flow of current from the rail as a determining factor in the operation of said device.

In a block signaling system, continuous track rails divided into track circuits by bonds connecting said rails at intervals, signals controlled from said track circuits, a signal-controlling device adjacent to each bond and provided with tWo relatively movable coils, and means supplying the coils of each device with energy from one of said track circuits, one of said coils receiving energy responsive to that in a bond, and the other coil receiving energy responsive to that in a short length of track rail of such length as to cause a flow of current from the rail as a determining factor in the operation of said device.

5. In a block signaling system, the combination of a signal, a track circuit comprising continuous rails and cross bonds, a source of'signal-controlling current supplying said circuit, a signal-controlling device having two relatively movable coils of un equal magnetizing effect, the coil of greater magnetizing effect receiving its energy from said cross bond and the other coil receiving its energy from said track circuit adjacent said cross bond.

6. In a block signaling system, the combination of a track circuit including track rails, a source of alternating current supplying the same, a relay at one end of the block having two relatively movable coils, one energized from said alternating current source and the other from said track circuit, a second relay at the other end of the block having two relatively movable coils each energized from said track circuit, a signal, and a circuit for the same controlled by said relays.

7. In a block signaling system, the combination of a track circuit comprising track rails, a source of alternating current supply ing the same, a track coil in inductive relation to one of said rails, arelay having a coil energized from said track coil and a second coil receiving its energy from a portion of said track circuit near said track coil, and a signal controlled by said relay.

8. In a block signaling system, the combination of track rails, cross-bonds connecting said rails, a source of alternating current supplying said rails, a relay having relatively movable coils, one of which receives its energy from a portion of said track rails near one of said cross-bonds, the other re ceiving its energy inductively from said cross-bond, and a signal controlled by said relay.

9. In a block signaling system, the combination of track rails, cross bonds connecting the same, a source of alternating current supplying said rails, a track coil in inductive relation to a short length of track rail near one of said bonds said length of rail being such as to cause a flow of current from the rail as a determining factor in the control of a signal, a relay having relatively movable coils, one of which receives its energy from said track coil, the other receiving its energy inductively from said cross-bond, and a signal controlled by said relay.

10. In a block signaling system, the combination of a track having continuous rails, cross-bonds connecting said rails, a track coil placed in inductive relation to a short length of each rail of such length as to cause a flow of current from the rail as a determining factor in the operation of said device, and an electro-responsive signal controlling means comprising two coils, one oi which is operatively energized from said track coil and the other receiving its energy inductively from one of said crossbonds.

11. In a block signaling system, the combination of a track, cross-bonds connecting said rails, a source of alternating current supplying said rails, a track coil in inductive relation to both rails of said track, and electro-responsive signal controlling means. having two relatively movable coils, one energized from said track coil and the other energized through a circuit receiving its energy inductively from said cross-bond.

12. In a block signaling system, the combination of a signal, a track having continuous rails, cross bonds connecting said rails, a source of alternating current, a transformer connected between the source and the rails, the connection of the trans former to said rails being made between said cross bonds for supplying the track with signaling current from said source, a plurality of relays controlling said signal, one having a coil energized from the source on the primary side of said transformer and having a second relatively movable coil re ceiving energy from the secondary side of said transformer, and the other of said relays having tWo relatively movable coils each separately receiving energy from the secondary side of said transformer.

13. In a signaling system, the combination of a signal, a transformer, a relay for controlling the signal having a plurality of coils, a track circuit including the primary of the transformer from the secondary of which one of said coils is energized, and a second transformer from the secondary of which the other coil is energized, the primaries of said transformers being in series with each other.

14. In a block signaling system, the combination of a signal, a track having continuous rails, cross bonds connecting said rails to form a track circuit, a source of alternating current, atransformer connected to said source for supplying the track with signaling current, a plurality of relays controlling said signal, one having a coil energized from the source on the primary side of said transformer, and having a second relatively movable coil receiving energy from the secondary side of said transformer, and the other of said relays having two relatively movable coils each energized from the track circuit, one from a cross bond and the other from a portion of the track circuit near said cross bond.

15. In a block signaling system, the combination of a signal, track rails, section limiting conductors connected across said rails at intervals with sources of alternating current supplying the rails of each section to form track circuits, and a signal-controlling device having two relatively movable cooperative coils receiving their energy from portions of one of said track circuits adjacent to each other.

16. In a block signaling system, the combination of a signal, track circuits comprising continuous rails and cross bonds, and a signal-controlling device having two cooperative coils operatively connected with one of the track circuits at portions thereof adjacent to each other.

17. In a block signaling system, the combination of a signal, track circuits comprising continuous rails and cross bonds, and means controlling said signal and COITIPTIS". ing a plurality of coils operatively energized from one of the track circuits at portions thereof adjacent to each other.

18. In a block signaling system, the combination of a signal, track circuits comprising continuous rails and cross bonds, and means controlling said signal and comprising a plurality of coils operatively connected with one of the track circuits, one receiving its energy from a cross bond forming a part of said circuit, and the other from an adjacent portion of said track circuit.

19. In a signaling system, the combination of continuous track rails, cross bonds connecting the rails at intervals to form track circuits, means for supplying the track circuits with alternating current, a signal at the entrance end of one of said blocks, means controlling said signal comprising a plurality of coils at the exit end of said block, one responsive to signaling current in the adjacent cross bond and the other responsive to signaling current in an adjacent portion of the track circuit of said block, a signal at the entrance end of the adjoining block, and means controlling said second signal comprising a plurality of coils one responsive to signaling current in a portion of the track circuit of said last block adjacent the bond, and the other receiving its energy from said alternating current supplying means.

:20. In a block signal system, the combination of continuous track rails, two sources of signal-controlling current supplying the same, a low impedance bond containing one element of a transformer connecting the rails at a point intermediate said sources, a signal, means for clearing the same dependent upon the simultaneous presence of signal-controlling current in the transformer element and in the rails between one of said sources and the bond, a second signal, and means for clearing the same clependent upon the presence of signal-controlling current in the rails between said bond and the second source.

21. In a block signal system, the combination of continuous track rails, two sources of signal-controlling current supplying the same, a low impedance bond connecting the rails at a point intermediate said sources, a signal, means for clearing the same dependent upon the simultaneous presence of signal-controlling current in the bond and in the rails between one of said-sources and the bond, a second signal, and means for clearing the same dependent upon the presence of signal-controlling current in therails between said bond and the second source.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

CLYDE J. COLEMAN.

lVitnesses EDWIN Snonn, RICHARD Erma.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents Washington, I). C. 

